JP2023059527A - Vehicular control device - Google Patents

Abstract

To provide a vehicular control device that can suppress a state from being unintentionally transited when a vehicle power supply is turned on during execution of power latch control.SOLUTION: A vehicular control device includes a plurality of control circuits (41A, 42A, 51A and 52A). The control circuits are activated at a time when a vehicle power supply is turned on, so as to control an object to be controlled in cooperation or in collaboration. The control circuits execute synchronous processing for making operation modes of the object to be controlled which are determined in accordance with mutual operation states synchronize with each other, and power latch control by which the vehicle power supply is held only in a predetermined period of time, at the time when the vehicle power supply is turned off. The control circuits hold operation modes determined just before the vehicle power source is turned off, in a period of time during which the power latch control is executed. When the vehicle power supply is turned on, the control circuits do not execute the synchronous processing, in a period of time during which the control circuits recognize that the vehicle power supply is turned on and then all of the control circuits are activated normally, so that control of the object to be controlled can be executed.SELECTED DRAWING: Figure 4

Description

The present invention relates to a vehicle control device.

BACKGROUND ART Conventionally, a so-called steer-by-wire steering system is known in which power transmission is separated between a steering wheel and steered wheels. For example, the steer-by-wire system of Patent Document 1 has a reaction force actuator and a steering actuator. The reaction force actuator generates a steering reaction force applied to the steering shaft. The steering actuator generates a steering force for steering the steered wheels.

The reaction force actuator and the steering actuator each have two redundantly provided control calculation units and two redundantly provided motor drive units. The control calculation unit performs calculations related to motor drive control. The motor drive section generates torque based on the drive signal generated by the control calculation section corresponding to itself.

The two control calculation units of the first system and the second system of the reaction force actuator can communicate with each other, and can operate in cooperation based on information exchanged with each other. The two control calculation units of the first system and the second system of the steering actuator can communicate with each other, and can operate in cooperation based on information exchanged with each other.

The first-system control computation unit of the reaction force actuator and the first-system control computation unit of the steering actuator can communicate with each other. The second-system control computation unit of the reaction force actuator and the second-system control computation unit of the steering actuator can communicate with each other. The two control calculation units of the first system and the two control calculation units of the second system commonly use the information exchanged through the inter-system communication to generate torque in the motor drive unit.

2. Description of the Related Art Conventionally, there is an electric power steering device that assists operation of a steering wheel. A control device for an electric power steering device causes an assist motor to generate an assist force in accordance with the steering state of a steering wheel. For example, the control device of Patent Literature 2 executes power latch control that continues control until a predetermined time elapses after the ignition key is turned off. When the steering wheel is operated while the power latch control is being executed, the motor assists the steering.

Further, the control device for the electric power steering device described in Patent Document 3 provides power latch control for continuing the temperature estimation calculation of elements on the substrate after stopping the motor drive current when the vehicle switch is turned off. to run. The controller maintains the power until a predetermined time elapses after stopping the motor drive current, or until the temperature of the elements on the substrate drops below a predetermined value.

Japanese Patent Application Laid-Open No. 2021-075182 JP 2009-248850 A JP 2020-108327 A

It is being considered to cause a steer-by-wire system having a plurality of systems as in Patent Document 1 to execute power latch control as in Patent Document 2 or Patent Document 3. In this case, when the vehicle power supply is turned off through the operation of the ignition key or the like, each control calculation unit individually executes the power latch control. When the vehicle power supply is turned on during execution of the power latch control, each control calculation unit executes the vehicle power supply ON determination, and restarts after the ON determination is established.

However, when the vehicle power supply is turned on while the power latch control is being executed, there is a possibility that the timing at which each control calculation unit recognizes that the vehicle power supply is turned on does not match due to a difference in wiring resistance or the like. For this reason, there is a concern that timings at which the respective control calculation units are restarted may also differ. As a result, the control calculation unit restarted earlier may receive information before initialization from another control calculation unit that is still continuing execution of power latch control, thereby making an unintended state transition. .

A vehicle control device capable of solving the above problems has a plurality of control circuits that are activated when the vehicle power source is turned on and control objects to be controlled in cooperation or in cooperation. The plurality of control circuits perform synchronization processing for synchronizing the operation modes of the controlled objects determined according to the operation states of each other, and power latch control for holding the power supply for a predetermined period when the vehicle power supply is turned off. is executed, and the operation mode immediately before the vehicle power source is turned off is maintained while the power latch control is being executed. When the vehicle power supply is turned on, each of the plurality of control circuits recognizes that the vehicle power supply is turned on, and then all of the control circuits including the self are normally activated to be able to control the controlled objects. The synchronization process is not executed until the state is reached.

When the vehicle power is turned on, there is a possibility that the timing at which each control circuit recognizes that the vehicle power is turned on and the timing at which each control circuit is activated may differ due to differences in wiring resistance or the like. For this reason, for example, when the vehicle power source is turned on while the power latch control is being executed, the control circuit that has been activated in advance will change the self-held operation mode to another control circuit that is still continuing to execute the power latch control. Unintended state transition may occur by synchronizing with the pre-initialization operation mode held by the circuit.

In this regard, according to the above configuration, when the vehicle power supply is turned on, each of the plurality of control circuits recognizes that the vehicle power supply is turned on, and then all the control circuits including the self are normally activated to control the objects to be controlled. Synchronization processing is not executed until a state in which control can be executed is reached. Therefore, when the vehicle power supply is turned on during execution of the power latch control, the control circuit that is activated in advance synchronizes the operating mode of the control target held by itself with the operating mode held by the other control circuit. never Therefore, it is possible to prevent the previously activated control circuit from making an unintended state transition.

In the vehicle control device described above, the operation modes include an operation mode when all of the plurality of control circuits are normal and an operation mode when any one of the plurality of control circuits is abnormal. may contain.

For example, if the vehicle power is turned off with an abnormality confirmed in a specific control circuit among a plurality of control circuits, and then the vehicle power is turned on again during the execution period of the power latch control, the state of the specific control circuit It may be in a state in which it is possible to return to normal operation. Furthermore, it is also conceivable that the particular control circuit is activated prior to other control circuits. In this case, if a specific control circuit synchronizes the operation mode of the controlled object held by itself with the abnormal operation mode held by another control circuit, the specific control circuit will not operate normally. In spite of being in a recoverable state, a situation arises in which the controlled object is controlled based on the abnormal operation mode.

In this respect, according to the above configuration, after the specific control circuit recognizes that the vehicle power source is turned on, all control circuits including itself are normally activated, and a state is reached in which control of the controlled object can be executed. Until then, the operation mode of the controlled object held by itself is not synchronized with the operation mode during an abnormality held by another control circuit. Therefore, it is possible to prevent the previously activated control circuit from making an unintended state transition.

In the vehicle control device described above, the object to be controlled is a reaction force motor that has a two-system winding group and generates a steering reaction force applied to a steering wheel that is separated from the steered wheels in power transmission. and a steering motor that generates a steering force for steering the steered wheels. In this case, the plurality of control circuits include a first reaction control circuit for controlling power supply to a first system winding group of the reaction force motor, and a first reaction force control circuit for controlling power supply to a second system winding group of the reaction force motor. a first steering control circuit for controlling power supply to the winding group of the first system of the steering motor; and a winding group of the second system of the steering motor and a second steering control circuit that controls power supply to.

According to the above configuration, when the vehicle power supply is turned on, for example, the first reaction force control circuit operates in addition to itself, the second reaction force control circuit, the first steering control circuit, and the second steering control circuit. Synchronization processing is not executed until all of the rudder control circuits are normally activated and control of the reaction motor or steering motor can be executed. The second reaction force control circuit, the first steering control circuit, and the second steering control circuit are the same as the first reaction force control circuit. Therefore, when the vehicle power source is turned on during execution of the power latch control, the first reaction force control circuit, the second reaction force control circuit, the first steering control circuit, or the second The steering control circuit does not synchronize the operation mode of the reaction force motor or the steering motor held by itself with the operation mode held by another control circuit. Therefore, the first reaction force control circuit, the second reaction force control circuit, the first steering control circuit, or the second steering control circuit activated in advance suppresses unintended state transitions. can do.

In the vehicle control device described above, the synchronization processing is performed between the first reaction force control circuit and the second reaction force control circuit, between the first steering control circuit and the second steering control circuit. circuit, between the first reaction force control circuit and the first steering control circuit, and between the second reaction force control circuit and the second steering control circuit. You may do so.

According to this configuration, the first reaction force control circuit, the second reaction force control circuit, the first steering control circuit, and the second steering control circuit communicate with all the control circuits except themselves. It is possible to simplify the signal path compared to a configuration that executes synchronous processing. For example, it is necessary to provide a communication line between the first reaction force control circuit and the second steering control circuit and a communication line between the second reaction force control circuit and the first steering control circuit. do not have.

In the vehicle control device described above, the objects to be controlled include a reaction force motor that is a source of a steering reaction force applied to the steering wheel that is separated from the steered wheels, and a reaction motor that steers the steered wheels. and a steering motor, which is a source of the steering force. In this case, the plurality of control circuits may include a reaction force control circuit that controls the reaction force motor and a steering control circuit that controls the steering motor.

According to the above configuration, when the vehicle power supply is turned on during execution of the power latch control, for example, when the reaction force control circuit is activated first, the reaction force control circuit activated first is held by itself. The operation mode of the object to be controlled is not synchronized with the operation mode held by the steering control circuit. Therefore, it is possible to suppress unintended state transition of the reaction force control circuit that is activated in advance. The steering control circuit is similar to the reaction force control circuit.

In the vehicle control device described above, the controlled object may include an assist motor that generates an assist force for assisting an operation of the steering wheel. The assist motor may have a first winding group and a second winding group. The plurality of control circuits include a first assist control circuit that controls power supply to the winding group of the first system, and a second assist control circuit that controls power supply to the winding group of the second system. may contain.

According to the above configuration, when the vehicle power supply is turned on during execution of the power latch control, for example, when the first assist control circuit is activated first, the first assist control circuit activated first is , the operation mode of the assist motor held by itself is not synchronized with the operation mode held by the second assist control circuit. Therefore, it is possible to suppress the unintended state transition of the first assist control circuit activated in advance. The second assist control circuit is similar to the first assist control circuit.

According to the vehicle control device of the present invention, it is possible to suppress unintended state transition when the vehicle power source is turned on while power latch control is being executed.

1 is a configuration diagram of a steer-by-wire steering system in which a first embodiment of a vehicle control device is mounted; FIG. It is a block diagram of a reaction force control device and a steering control device of a 1st embodiment. 5 is a time chart showing state transitions of each control circuit in a comparative example; 4 is a time chart showing state transition of each control circuit in the first embodiment; FIG. 2 is a configuration diagram of a second embodiment of a vehicle control device;

<First embodiment>
A first embodiment in which the vehicle control device is embodied in a steer-by-wire steering system will be described below.

As shown in FIG. 1 , a vehicle steering system 10 has a steering shaft 12 connected to a steering wheel 11 . The steering device 10 also has a steered shaft 13 extending along the vehicle width direction (horizontal direction in FIG. 1). Both ends of the steered shaft 13 are connected to steered wheels 15 via tie rods 14, respectively. The steered angle θw of the steered wheels 15 is changed by linear motion of the steered shaft 13 . The steering shaft 12 and the turning shaft 13 constitute a steering mechanism of the vehicle. It should be noted that FIG. 1 shows only the steered wheels 15 on one side.

The steering device 10 has a reaction motor 21 and a speed reduction mechanism 22 . The reaction force motor 21 is a source of steering reaction force. The steering reaction force is a force that acts in a direction opposite to the direction in which the steering wheel 11 is operated by the driver. A rotation shaft of the reaction motor 21 is connected to the steering shaft 12 via a speed reduction mechanism 22 . The torque of the reaction force motor 21 is applied to the steering shaft 12 as a steering reaction force. By applying the steering reaction force to the steering wheel 11, it is possible to give the driver an appropriate feeling of response.

The reaction motor 21 is, for example, a three-phase brushless motor. The reaction motor 21 has a first winding group N11 and a second winding group N12. The winding group N11 of the first system and the winding group N12 of the second system are wound around a common stator (not shown). The electrical characteristics of the winding group N11 of the first system and the winding group N12 of the second system are the same.

The steering device 10 has a steering motor 31 and a speed reduction mechanism 32 . The steering motor 31 is a source of steering force. The steering force is the power for steering the steerable wheels 15 . A rotating shaft of the steering motor 31 is connected to a pinion shaft 33 via a speed reduction mechanism 32 . The pinion teeth 33 a of the pinion shaft 33 mesh with the rack teeth 13 b of the steering shaft 13 . The torque of the steering motor 31 is applied to the steering shaft 13 via the pinion shaft 33 as a steering force. As the steering motor 31 rotates, the steering shaft 13 moves in the vehicle width direction.

The steering motor 31 is, for example, a three-phase brushless motor. The steering motor 31 has a first winding group N21 and a second winding group N22. The winding group N21 of the first system and the winding group N22 of the second system are wound around a common stator (not shown). The electrical characteristics of the winding group N21 of the first system and the winding group N22 of the second system are the same.

The steering device 10 has a reaction force control device 40 . The reaction force control device 40 controls driving of the reaction force motor 21, which is a controlled object. The reaction force control device 40 executes reaction force control to cause the reaction force motor 21 to generate a steering reaction force corresponding to the steering torque Th. The reaction force control device 40 calculates a target steering reaction force based on the steering torque Th detected through the torque sensor 23 . A torque sensor 23 is provided on the steering shaft 12 . The reaction force control device 40 controls power supply to the reaction force motor 21 so as to match the actual steering reaction force applied to the steering shaft 12 with the target steering reaction force. The reaction force control device 40 independently controls power supply to the winding groups of the two systems in the reaction force motor 21 for each system.

The reaction force control device 40 has a first system circuit 41 and a second system circuit 42 . The first system circuit 41 controls power feeding to the first system winding group N11 in the reaction force motor 21 according to the steering torque Th detected through the torque sensor 23 . The second system circuit 42 controls power feeding to the second system winding group N<b>12 in the reaction force motor 21 in accordance with the steering torque Th detected through the torque sensor 23 .

The steering device 10 has a steering control device 50 . The steering control device 50 controls driving of the steering motor 31, which is a controlled object. The steering control device 50 performs steering control to cause the steering motor 31 to generate a steering force for steering the steered wheels 15 according to the steering state. The steering control device 50 takes in the steering angle θs detected through the steering angle sensor 24 and the stroke Xw of the steering shaft 13 detected through the stroke sensor 34 . The stroke Xw is the amount of displacement of the steered shaft 13 with respect to the neutral position, and is a state variable that reflects the steered angle θw. The steering angle sensor 24 is provided between the torque sensor 23 of the steering shaft 12 and the speed reduction mechanism 22 . The stroke sensor 34 is provided near the steered shaft 13 .

The steering control device 50 calculates a target steering angle of the steered wheels 15 based on the steering angle θs detected by the steering angle sensor 24 . The steering control device 50 calculates the steering angle θw based on the stroke Xw of the steering shaft 13 detected through the stroke sensor 34 . The steering control device 50 controls power supply to the steering motor 31 so as to match the steering angle θw calculated based on the stroke Xw to the target steering angle. The steering control device 50 independently controls power supply to the winding groups of the two systems in the steering motor 31 for each system.

The steering control device 50 has a first system circuit 51 and a second system circuit 52 . The first system circuit 51 is based on the steering angle θs detected through the steering angle sensor 24 and the stroke Xw of the steered shaft 13 detected through the stroke sensor 34. Control power supply. The second system circuit 52 is based on the steering angle θs detected by the steering angle sensor 24 and the stroke Xw of the steered shaft 13 detected by the stroke sensor 34. Control power supply.

By integrally providing the reaction force control device 40 and the reaction force motor 21, a so-called electromechanical integrated reaction force actuator may be configured. Further, by integrally providing the steering control device 50 and the steering motor 31, a so-called electromechanically integrated steering actuator may be configured.

<Power supply route>
Next, power supply paths for the reaction force control device 40 and the steering control device 50 will be described.
Various in-vehicle control devices including the reaction force control device 40 and the steering control device 50 are supplied with electric power from a DC power supply 60 mounted in the vehicle. DC power supply 60 is, for example, a battery. Various sensors including the torque sensor 23 , steering angle sensor 24 and stroke sensor 34 are also supplied with power from the DC power supply 60 .

The first system circuit 41 and the second system circuit 42 of the reaction force control device 40, and the first system circuit 51 and the second system circuit 52 of the steering control device 50 are connected to the DC power supply 60 via the starter switch SW of the vehicle, respectively. It is connected to the. Start switch SW is, for example, an ignition switch or a power switch. The start switch SW is operated when starting or stopping a drive source for running the vehicle, such as an engine. When start switch SW is turned on, power from DC power supply 60 is supplied to first system circuit 41 and second system circuit 42 of reaction force control device 40 and to first system circuit 42 of steering control device 50 via start switch SW. They are supplied to the 1-system circuit 51 and the 2-system circuit 52, respectively. Turning on the start switch SW means turning on the vehicle power source. Turning off the start switch SW means turning off the vehicle power source.

The first system circuit 41 and the second system circuit 42 of the reaction force control device 40 and the first system circuit 51 and the second system circuit 52 of the steering control device 50 are connected via power relays 61, 62, 63, 64. It is connected to a DC power supply 60 . When the power relays 61, 62, 63, 64 are turned on, the power from the DC power supply 60 is transmitted through the power relays 61, 62, 63, 64 to the first system circuit 41 and the second system circuit 41 of the reaction force control device 40. It is supplied to the system circuit 42 and the first system circuit 51 and the second system circuit 52 of the steering control device 50 .

A first system circuit 41 of the reaction force control device 40 controls on/off of the power relay 61 . The first system circuit 41 executes power latch control to keep the power relay 61 ON for a predetermined period when the start switch SW is switched from ON to OFF. Therefore, the first system circuit 41 can operate even after the start switch SW is turned off. The first system circuit 41 can cut off power supply to itself by switching the power supply relay 61 from on to off after a predetermined period of time has elapsed.

The first system circuit 41 detects on/off of the start switch SW, for example, by monitoring the voltage across the start switch SW. The first system circuit 41 detects that the start switch SW is turned on when the voltage across the start switch SW falls below a predetermined voltage threshold. The first system circuit 41 detects that the start switch SW is turned off when the voltage across the start switch SW is equal to or higher than a predetermined voltage threshold.

A second system circuit 42 of the reaction force control device 40 controls on/off of the power relay 62 . The second system circuit 42, like the first system circuit 41, executes power latch control. Second, the second system circuit 42 maintains the power relay 62 in the ON state for a predetermined period when the start switch SW is switched from ON to OFF.

A first system circuit 51 of the steering control device 50 controls on/off of the power relay 63 . The first system circuit 51 performs power latch control in the same manner as the first system circuit 41 of the reaction force control device 40 . The first system circuit 51 keeps the power supply relay 63 ON for a predetermined period when the start switch SW is switched from ON to OFF.

A second system circuit 52 of the steering control device 50 controls on/off of the power relay 64 . The second system circuit 52 performs power latch control in the same manner as the first system circuit 41 of the reaction force control device 40 . The second system circuit 52 maintains the power relay 64 in the ON state for a predetermined period when the start switch SW is switched from ON to OFF.

Of the components of the steering system 10, such as the torque sensor 23, the steering angle sensor 24, and the stroke sensor 34, the components required to operate even after the start switch SW is turned off are the power supply relay 61, It is connected to the DC power supply 60 via at least one of 62, 63 and 64. Therefore, even when the start switch SW is turned off, when at least one of the power relays 61, 62, 63, 64 is turned on, the torque sensor 23, the steering angle sensor 24, the stroke sensor 34, etc. Power continues to be supplied to the component.

<Reaction force control device>
Next, the configuration of the reaction force control device will be described in detail.
As shown in FIG. 2 , the reaction force control device 40 has a first system circuit 41 and a second system circuit 42 . The first system circuit 41 has a first reaction force control circuit 41A and a motor drive circuit 41B. The second system circuit 42 has a second reaction force control circuit 42A and a motor drive circuit 42B.

The first reaction force control circuit 41A includes: 1) one or more processors that operate according to a computer program (software); 3) a combination thereof. The processor includes a CPU (central processing unit). The processor also includes memory such as random-access memory (RAM) and read-only memory (ROM). The memory stores program code or instructions configured to cause the CPU to perform processes. Memory, or non-transitory computer-readable media, includes any available media that can be accessed by a general purpose or special purpose computer.

The first reaction force control circuit 41A calculates a target steering reaction force to be generated in the reaction force motor 21 based on the steering torque Th detected through the torque sensor 23, and according to the value of the calculated target steering reaction force. to calculate a first current command value for the winding group N11 of the first system. However, the first current command value is set to a value half (50%) of the amount of current (100%) required to cause the reaction force motor 21 to generate the target steering reaction force. The first reaction force control circuit 41A performs current feedback control to make the value of the actual current supplied to the winding group N11 of the first system follow the first current command value, thereby controlling the motor drive circuit 41B. to generate a drive signal (PWM signal).

The motor drive circuit 41B has three legs corresponding to each of three phases (U, V, W), with switching elements such as two field effect transistors (FETs) connected in series as a basic unit. are connected in parallel. The motor drive circuit 41B converts the DC power supplied from the DC power supply 60 into three-phase AC power by switching the switching elements of each phase based on the drive signal generated by the first reaction force control circuit 41A. do. The three-phase AC power generated by the motor drive circuit 41B is supplied to the winding group N11 of the first system of the reaction motor 21 via power supply paths for each phase, which are busbars, cables, or the like. As a result, the winding group N11 of the first system generates torque according to the first current command value.

The second reaction force control circuit 42A basically has the same configuration as the first reaction force control circuit 41A. The second reaction force control circuit 42A calculates a target steering reaction force to be generated in the reaction force motor 21 based on the steering torque Th detected through the torque sensor 23, and according to the value of the calculated target steering reaction force. to calculate a second current command value for the winding group N12 of the second system. However, the second current command value is set to a value that is half the amount of current required to cause the reaction force motor 21 to generate the target steering reaction force. The second reaction force control circuit 42A performs current feedback control to cause the actual current value supplied to the winding group N12 of the second system to follow the second current command value, thereby controlling the motor drive circuit 42B. to generate a drive signal for

The motor drive circuit 42B basically has the same configuration as the motor drive circuit 41B. The motor drive circuit 42B converts the DC power supplied from the DC power supply 60 into three-phase AC power based on the drive signal generated by the second reaction force control circuit 42A. The three-phase AC power generated by the motor drive circuit 42B is supplied to the winding group N12 of the second system of the reaction motor 21 via power supply paths for each phase, such as bus bars or cables. As a result, the winding group N12 of the second system generates torque according to the second current command value. The reaction force motor 21 generates a total torque of the torque generated by the winding group N11 of the first system and the torque generated by the winding group N12 of the second system.

In addition, depending on product specifications, there may be a master-slave relationship between the first system circuit 41 and the second system circuit 42 of the reaction force control device 40 . In this case, for example, the first system circuit 41 may function as a master, and the second system circuit 42 may function as a slave. Further, depending on product specifications, the first system circuit 41 and the second system circuit 42 may have an equal relationship.

<Steering control device>
Next, the configuration of the steering control device 50 will be described in detail.
As shown in FIG. 2 , the steering control device 50 has a first system circuit 51 and a second system circuit 52 . The first system circuit 51 has a first steering control circuit 51A and a motor drive circuit 51B. The second system circuit 52 has a second steering control circuit 52A and a motor drive circuit 52B.

The first steering control circuit 51A basically has the same configuration as the first reaction force control circuit 41A. The first steering control circuit 51A calculates a target steering angle of the steered wheels 15 based on the steering angle θs detected by the steering angle sensor 24 . The steering control device 50 calculates the steering angle θw based on the stroke Xw of the steering shaft 13 detected through the stroke sensor 34 . The first steering control circuit 51A calculates a target steering force to be generated in the steering motor 31 through execution of angle feedback control in which the steering angle θw calculated based on the stroke Xw follows the target steering angle. Then, a third current command value for the winding group N21 of the first system of the steering motor 31 is calculated according to the calculated target steering force value. However, the third current command value is set to a value half (50%) of the amount of current required to cause the steering motor 31 to generate the target steering force. 51 A of 1st steering control circuits perform the current feedback control which makes the value of the actual electric current supplied to the winding group N21 of a 1st system follow a 3rd electric current command value, The motor drive circuit 51B to generate a drive signal for

The motor drive circuit 51B basically has the same configuration as the motor drive circuit 41B. The motor drive circuit 51B converts the DC power supplied from the DC power supply 60 into three-phase AC power based on the drive signal generated by the first steering control circuit 51A. The three-phase AC power generated by the motor drive circuit 42B is supplied to the winding group N21 of the first system of the steered motor 31 through a power supply path for each phase formed of a busbar, cable, or the like. As a result, the winding group N21 of the first system generates torque according to the third current command value.

The second steering control circuit 52A basically has the same configuration as the first reaction force control circuit 41A. The second steering control circuit 52A calculates a target steering angle of the steerable wheels 15 based on the steering angle θs detected by the steering angle sensor 24 . The steering control device 50 calculates the steering angle θw based on the stroke Xw of the steering shaft 13 detected through the stroke sensor 34 . The second steering control circuit 52A calculates a target steering force to be generated in the steering motor 31 through execution of angle feedback control in which the steering angle θw calculated based on the stroke Xw follows the target steering angle. Then, a fourth current command value for the winding group N22 of the second system of the steering motor 31 is calculated according to the calculated target steering force value. However, the fourth current command value is set to a value half (50%) of the amount of current required to cause the steering motor 31 to generate the target steering force. 52 A of 2nd steering control circuits perform the current feedback control which makes the value of the actual electric current supplied to the winding group N22 of a 2nd system follow a 4th electric current command value, The motor drive circuit 52B to generate a drive signal for

The motor drive circuit 52B basically has the same configuration as the motor drive circuit 41B. The motor drive circuit 51B converts the DC power supplied from the DC power supply 60 into three-phase AC power based on the drive signal generated by the second steering control circuit 52A. The three-phase AC power generated by the motor drive circuit 52B is supplied to the winding group N22 of the second system of the turning motor 31 via power supply paths for each phase, which are busbars, cables, or the like. As a result, the winding group N22 of the second system generates torque according to the fourth current command value. The steering motor 31 generates a total torque of the torque generated by the winding group N21 of the first system and the torque generated by the winding group N22 of the second system.

Depending on product specifications, there may be a master-slave relationship between the first system circuit 51 and the second system circuit 52 of the steering control device 50 . In this case, for example, the first system circuit 51 may function as a master and the second system circuit 52 may function as a slave. Further, depending on the product specifications, the first system circuit 51 and the second system circuit 52 may have an equal relationship.

<Communication path>
Next, communication paths inside the reaction force control device 40 and the steering control device 50 and communication paths between the reaction force control device 40 and the steering control device 50 will be described.

As shown in FIG. 2, the first reaction force control circuit 41A and the second reaction force control circuit 42A exchange information with each other via the communication line L1. The information includes abnormality information of the first reaction force control circuit 41A, the second reaction force control circuit 42A, or the motor drive circuits 41B, 42B. The information also includes flag values indicating various states. The first reaction force control circuit 41A and the second reaction force control circuit 42A cooperatively control the driving of the reaction force motor 21 based on information exchanged with each other.

The first steering control circuit 51A and the second steering control circuit 52A exchange information with each other via the communication line L2. The information includes abnormality information of the first steering control circuit 51A, the second steering control circuit 52A, or the motor drive circuits 51B, 52B. The information also includes flag values indicating various states. 51 A of 1st steering control circuits and 52 A of 2nd steering control circuits cooperate and control the drive of the steering motor 31 based on the information exchanged mutually.

The first reaction force control circuit 41A and the first steering control circuit 51A exchange information with each other via the communication line L3. The information includes abnormality information of the first reaction force control circuit 41A, the first steering control circuit 51A, and the motor drive circuits 41B, 51B. The information also includes flag values indicating various states. The first reaction force control circuit 41A and the first steering control circuit 51A operate in cooperation based on information exchanged with each other.

The second reaction force control circuit 42A and the second steering control circuit 52A exchange information with each other via the communication line L4. The information includes abnormality information of the second reaction force control circuit 42A, the second steering control circuit 52A, or the motor drive circuits 42B, 52B. The information also includes flag values indicating various states. 42 A of 2nd reaction force control circuits and 52 A of 2nd steering control circuits operate|move in cooperation based on the information exchanged mutually.

<Motor drive mode>
Next, drive modes of the reaction force motor 21 and the steering motor 31 will be described. The driving mode includes cooperative driving mode, independent driving mode, and single-system driving mode.

The cooperative drive mode is a drive mode when the first system circuits 41, 51 and the second system circuits 42, 52 are operating normally. The first system circuit 41 and the second system circuit 42 share information such as the command value and the limit value with each other so that the first system winding group N11 and the second system winding group N12 of the reaction motor 21 are connected to each other. Equivalent torque is generated on both sides. The first system circuit 51 and the second system circuit 52 share information such as the command value and the limit value with each other so that the first system winding group N21 and the second system winding group N22 of the steering motor 31 are connected to each other. Equivalent torque is generated on both sides.

The independent drive mode is when the operation of any one of the four control circuits (41A, 42A, 51A, 52A) has momentarily stopped, but the abnormality has not been determined and there is a possibility of returning to normal operation. drive mode. In the independent drive mode, for example, when there is a possibility that one control circuit that has stopped operating can return to normal operation, the remaining three control circuits operate based on their own calculation results without using information from inter-system communication. A torque is generated in the winding group corresponding to itself.

In the one-system drive mode, an abnormality is confirmed in any one of the four control circuits (41A, 42A, 51A, 52A), and the normal operation is restored unless reset processing is performed to turn on the vehicle power again. This is the driving mode when there is no possibility. For example, when the abnormality of the first reaction force control circuit 41A or the first steering control circuit 51A is confirmed, the reaction force motor 21 and the rotation by the first reaction force control circuit 41A and the first steering control circuit 51A The drive control of the rudder motor 31 is stopped, and torque is generated in the reaction force motor 21 and the steered motor 31 only by the second system circuits 42 and 52 . Similarly, when the abnormality of the second reaction force control circuit 42A or the second steering control circuit 52A is confirmed, the reaction force motor 21 and the rotation by the second reaction force control circuit 42A and the second steering control circuit 52A The drive control of the rudder motor 31 is stopped, and torque is generated in the reaction force motor 21 and the steered motor 31 only by the first system circuits 41 and 51 .

<State transition of control circuit>
Next, the state transition of each control circuit (41A, 42A, 51A, 52A) will be explained.
When the start switch SW is turned on, each control circuit executes start-up processing and initial checks. The activation process and initial check are a series of processes required for the steering system to operate. The startup process and initial check include, for example, hardware check, CPU (Central Processing Unit) initialization, and initialization of variables or flags. The control status of each control circuit is the unassisted state during execution of the activation process and the initial check. The unassisted state is a state in which control of the reaction force motor 21 and the steering motor 31 has not yet started. The control status is the state of operation of each control circuit.

After the execution of the initial check is normally completed, the control status of each control circuit transitions from the non-assisted state to the assist start waiting state. The assist start waiting state is a state of waiting for the execution of the initial check to be completed normally in all control circuits.

When the execution of the initial check is normally completed in all control circuits, each control device can control the reaction motor 21 or the steering motor 31 . The control status of each control circuit transitions from the assist start waiting state to the normal control state. Each control circuit starts executing normal control to generate a steering reaction force and a turning force according to the steering state of the steering wheel 11 . In the normal control state, the drive mode of the reaction force motor 21 and the steering motor 31 is the coordinated drive mode. That is, in the normal control state, each control circuit generates torque in both the first system winding group N11 and the second system winding group N12 of the reaction force motor 21, Torque is generated in both the system winding group N21 and the second system winding group N22.

When the control status of each control circuit is waiting to start assistance or normal control, when a predetermined abnormality determination condition is satisfied, the control status of each control circuit changes from waiting to start assistance to independent drive mode or Transition to the single-system drive mode state. Further, when the control status of each control circuit is the independent drive mode state, the control status of each control circuit returns from the independent drive mode state to the normal control state when a predetermined return condition is satisfied. Further, when the control status of each control circuit is the independent drive mode state, the control status of each control circuit transitions from the independent drive mode state to the single-system drive mode state when a predetermined abnormality confirmation condition is satisfied.

Of the control circuits, the control circuit executing motor drive control executes power latch control when the start switch SW is turned off. The vehicle is stopped when the start switch SW is turned off.

For example, in the normal control state, each control circuit (41A, 42A, 51A, 52A) executes power latch control after the start switch SW is turned off, and continues the temperature estimation calculation of elements on the substrate, for example. .

Further, for example, when the first reaction force control circuit 41A or the first steering control circuit 51A is determined to be abnormal, the second system circuits 42 and 52 alone drive and control the reaction force motor 21 and the steering motor 31. In the single-system drive mode state, the control circuits (42A, 52A) executing motor drive control out of the respective control circuits execute power latch control after the start switch SW is turned off. continue the temperature estimation calculation for the elements of

The element is, for example, a switching element of each motor drive circuit (41B, 42B, 51B, 52B). Each control circuit maintains the power supply until a predetermined time elapses after the start switch SW is turned off, or until the temperature of elements on the substrate drops below a predetermined temperature. The predetermined temperature is a sufficiently low temperature.

Each control circuit stores the temperature of the elements on the substrate at that time in a non-volatile memory when the temperature of the elements on the substrate reaches a predetermined temperature or less, and ends the execution of the power latch control. . By executing such power latch control, each control circuit can accurately grasp the initial temperature of the elements on the board at the start stage of the next normal control execution, and by extension, appropriately execute overheat protection control. It becomes possible to Overheat protection control is a control that suppresses overheating of elements on the board by limiting reaction force control or steering control according to the amount of temperature rise based on the initial temperature of the elements on the board. say.

Here, it is assumed that the start switch SW is turned on again during the execution period of the power latch control after the start switch SW is turned off. In this case, there are concerns about the following. That is, when the start switch SW is turned on during the execution period of the power latch control, there is a possibility that the timing at which each control circuit recognizes that the start switch SW is turned on does not match due to a difference in wiring resistance or the like. For this reason, there is a concern that timings at which the control circuits are restarted may also differ. As a result, the control circuit restarted earlier may receive information before initialization from another control circuit still continuing execution of power latch control, thereby making an unintended state transition.

<Comparison example of state transition>
Next, a comparative example of state transition of each control circuit (41A, 42A, 51A, 52A) will be described. However, as an example here, the following situation is assumed.

That is, the abnormality of the first reaction force control circuit 41A is confirmed, the motor drive by the first system circuits 41 and 51 is stopped, and the reaction force motor 21 and the rotor are driven in the one-system drive mode by the second system circuits 42 and 52. Assume that the vehicle power supply is turned off while the rudder motor 31 is being driven. When the power supply of the vehicle is turned off, the first reaction force control circuit 41A and the first steering control circuit 51A, which are components of the first system, which is an abnormal system, operate as indicated by the horizontal line "-" in FIG. , stops the operation without executing the power latch control. The second reaction force control circuit 42A and the second steering control circuit 52A, which are components of the second system, which is the normal system, start executing power latch control. The second reaction force control circuit 42A and the second steering control circuit 52A hold the operation modes of the reaction force motor 21 and the steering motor 31 immediately before the vehicle power supply is turned off. Here, the operation mode of the reaction force motor 21 and the steering motor 31 immediately before the vehicle power supply is turned off is the system 1 failure mode. The system 1 failure mode is an operation mode in which the 1st system has failed. A state in which the first system fails includes a state in which an abnormality has occurred in the first reaction force control circuit 41A or the first steering control circuit 51A.

Incidentally, the operation mode when the second system fails is the system 2 failure mode. A state in which the second system has failed includes a state in which an abnormality has occurred in the second reaction force control circuit 42A or the second steering control circuit 52A.

Now, as shown in the time chart of FIG. 3, when the vehicle power is turned on again during the execution period of the power latch control after the vehicle power is turned off (time T1), the first reaction force control circuit 41A operates normally. It may be possible to return to operation. The state in which the first reaction force control circuit 41A can return to normal operation is a drive mode when the first system circuits 41, 51 and the second system circuits 42, 52 are operating normally. It means a state in which it is possible to return to the cooperative drive mode. For example, although the abnormality of the first reaction force control circuit 41A was confirmed due to the temporary overheating of the elements of the first reaction force control circuit 41A, after the abnormality of the first reaction force control circuit 41A was confirmed, This is the case when the temperature of the elements of the first reaction force control circuit 41A has sufficiently decreased before the vehicle power supply is turned on again.

In this case, it is conceivable that the first reaction force control circuit 41A recognizes that the vehicle power supply has been turned on before the other three control circuits (42A, 51A, 52A). The other three control circuits do not recognize that the vehicle power source has been turned on. Execution of latch control continues. In the time chart of FIG. 3, the state where each control circuit recognizes that the power source of the vehicle is turned on is represented by "ON", and the state where it is not recognized is represented by "OFF".

When the first reaction force control circuit 41A determines that the power source of the vehicle has been turned on, the first reaction force control circuit 41A executes the activation process ST1 and the initial check ST2, and then waits for the start of assistance ST3. The control status of the first reaction force control circuit 41A transitions from the unassisted state CS1 to the independent drive mode state CS3 via the assist start waiting state CS2. This is because the operation modes of the reaction force motor 21 and the steering motor 31 are also synchronized between the first reaction force control circuit 41A and the second reaction force control circuit 42A.

That is, as indicated by an arrow D1 in FIG. 3, when the first reaction force control circuit 41A transits to the assist start waiting state, the reaction force motor 21 and the rotor recognized by the second reaction force control circuit 42A The operating mode of the rudder motor 31 is recognized. When the first reaction force control circuit 41A recognizes that the first system has failed, the first reaction force control circuit 41A starts executing the stop control ST4 to stop its own operation, and sets its own control status to the independent drive mode state. A transition is made from CS3 to non-assisted state CS4. The non-assisted state CS4 is a state in which control of the reaction force motor 21 and the steering motor 31 is not executed. The first reaction force control circuit 41A eventually enters a sleep state in which it waits in a power saving state.

The other three control circuits (42A, 51A, 52A), for example, when it is determined that the power source of the vehicle is turned on (time T2), start execution of the activation process ST1.
As indicated by an arrow D2 in FIG. 3, when the second reaction force control circuit 42A transitions to the assist start waiting state ST3, the reaction force motor 21 and the steering wheel which are recognized by the first reaction force control circuit 41A are controlled. The operating mode of the motor 31 is recognized. When the second reaction force control circuit 42A recognizes that the first system has failed, the second reaction force control circuit 42A transitions its own control status to the single system drive mode state CS5 by the second system. The second reaction force control circuit 42A controls the drive of the reaction force motor 21 in the one-system drive mode (motor control ST6).

As indicated by an arrow D3 in FIG. 3, the first steering control circuit 51A controls the reaction force motor 21 recognized by the first reaction force control circuit 41A and the steering control circuit 51A, for example, at the timing when the activation process ST1 is completed. The operating mode of the motor 31 is recognized. When the first steering control circuit 51A recognizes that the first system has failed, the first steering control circuit 51A starts executing the stop control ST4 to stop its own operation, and sets its own control status to the unassisted state CS1. to the non-assisted state CS4. 51 A of 1st steering control circuits eventually reach a sleep state.

As indicated by an arrow D4 in FIG. 3, when the second steering control circuit 52A transitions to the assist start waiting state CS2, the reaction force motor 21 recognized by the first steering control circuit 51A and the steering The operating mode of the motor 31 is recognized. When the second steering control circuit 52A recognizes that the first system has failed, it changes its own control status to the single system drive mode state CS5 by the second system. The second steering control circuit 52A controls driving of the steering motor 31 in the single-system drive mode (motor control ST6).

In this way, when the vehicle power is turned on again during the execution period of the power latch control after the vehicle power is turned off, the reaction force motor 21 and the steering wheel are connected between the respective control circuits (41A, 42A, 51A, 52A). The operation mode of motor 31 (here, system 1 failure mode) is synchronized. Therefore, although the first reaction force control circuit 41A is in a state capable of returning to normal operation, the control statuses of the second reaction force control circuit 42A and the second steering control circuit 52A are , unintentionally transits to the single system drive mode state by the second system.

<Transition condition of control status>
Therefore, in the present embodiment, the transition conditions of the control status of each control circuit (41A, 42A, 51A, 52A) are set as follows. That is, when the vehicle power supply is turned on, each control circuit recognizes that the vehicle power supply is turned on, and then all control circuits including the self are normally activated to control the reaction force motor 21 and the steering motor 31. The operation mode synchronization process is not executed until it reaches the state where it can be executed. The case where the vehicle power is turned on includes, for example, the case where the vehicle power is first turned on while the vehicle is parked, and the case where the vehicle power is turned on again while the power latch control is being executed. When the vehicle power supply is turned on again during the execution period of power latch control, each control circuit determines the operation mode of the motor (21, 31) recognized by itself and the operation of the motor recognized by other control circuits. Even when the modes are different, the operation mode synchronization process is not executed until all the control devices are ready to control the motor.

<Example of state transition>
Next, the state transition of each control circuit (41A, 42A, 51A, 52A) in this embodiment will be described. However, the premised situation is the same as the previous comparative example.

As shown in the time chart of FIG. 4, when the power of the vehicle is turned on again during the execution period of the power latch control after the power of the vehicle is turned off (time T1), the first reaction force control circuit 41A resumes normal operation. This is a state in which recovery is possible. Also, the first reaction force control circuit 41A recognizes that the vehicle power supply has been turned on prior to the other three control circuits (42A, 51A, 52A). The other three control circuits do not recognize that the vehicle power source has been turned on. Execution of latch control continues.

When the first reaction force control circuit 41A determines that the power source of the vehicle has been turned on, the first reaction force control circuit 41A executes the activation process ST1 and the initial check ST2, and then waits for the start of assistance ST3. The control status of the first reaction force control circuit 41A transitions from the unassisted state CS1 to the assist start waiting state CS2. At this time, the operation mode of the motors (21, 31) recognized by the first reaction force control circuit 41A is the normal mode. The normal mode is an operation mode in which both the first system and the second system are normal. On the other hand, the operation mode of the motors (21, 31) recognized by the second reaction force control circuit 42A is the system 1 failure mode. Thus, the first reaction force control circuit 41A and the second reaction force control circuit 42A recognize different operating modes of the motor. However, the first reaction force control circuit 41A performs a process of synchronizing the motor operation mode recognized by itself with the motor operation mode recognized by the second reaction force control circuit 42A during the assist start waiting state CS2. don't run Therefore, the control status of the first reaction force control circuit 41A is maintained in the assist start waiting state CS2.

The other three control circuits (42A, 51A, 52A) start execution of activation processing ST1 and initial check ST2, for example, when it is determined that the vehicle power source is turned on (time T2). Each control circuit (41A, 42A, 51A, 52A) transitions the control status to the normal control state CS6 at the timing when the initial check ST2 executed in these three control circuits is normally completed. The operation modes of the motors (21, 31) recognized by the respective control circuits (41A, 42A, 51A, 52A) are maintained in synchronization with the correct operation mode, here the normal control state CS6. The first reaction force control circuit 41A and the second reaction force control circuit 42A control the drive of the reaction force motor 21 in the cooperative drive mode, which is the normal drive mode (motor control ST6). The first steering control circuit 51A and the second steering control circuit 52A control driving of the steering motor 31 in the cooperative drive mode (motor control ST6).

In this way, when the vehicle power supply is turned on again during the execution period of the power latch control, the first reaction force control circuit 41A, which is in a state capable of returning to normal operation, is controlled by the other three control circuits (42A, 51A, 52A), each control circuit (41A, 42A, 51A, 52A) starts operating normally as intended. Unlike the previous comparative example, although the first reaction force control circuit 41A is in a state capable of returning to normal operation, the operation modes of the reaction force motor 21 and the steering motor 31 are unintentionally changed to the first mode. There is no transition to the single-system mode with two systems.

In addition, when the vehicle power is turned on during the execution period of the power latch control after the vehicle power is turned off with an abnormality in a specific control circuit among the other three control circuits (42A, 51A, 52A) confirmed. , the specific control circuit operates in the same manner as the first reaction force control circuit 41A described above.

<Effects of the first embodiment>
Therefore, according to this embodiment, the following effects can be obtained.
(1-1) Each of the control circuits (41A, 42A, 51A, 52A) controls the self-recognized motor when the vehicle power is turned on again during the execution period of the power latch control after the vehicle power is turned off. Even when the operation mode of motor (21, 31) and the operation mode of motor (21, 31) recognized by other control circuits are different, the process of synchronizing the operation mode is not executed. For example, when the power of the vehicle is turned off while the abnormality of a specific control circuit (41A) among the control circuits is confirmed, the power of the vehicle is turned on during the execution of the power latch control. It is in a state in which it is possible to return to operation, and it may be recognized that the vehicle power supply has been turned on prior to the other control circuits (42A, 51A, 52A). In this case, the specific control circuit (41A) waits for normal completion of the initial check of the other control circuits (42A, 51A, 52A), and the motors (21, 31) are in the assist start waiting state. do not perform processing to synchronize the operation mode of Therefore, the motor operating mode recognized by the specific control circuit (41A) unintentionally transitions to the motor operating mode (for example, single-system drive mode) recognized by the other control circuits (42A, 51A, 52A). never Therefore, each control circuit (41A, 42A, 51A, 52A) starts operating normally. Therefore, the driving of the reaction force motor 21 and the steering motor 31 can be appropriately controlled.

(1-2) Synchronous processing is performed between the first reaction force control circuit 41A and the second reaction force control circuit 42A and between the first steering control circuit 51A and the second steering control circuit 52A. , between the first reaction force control circuit 41A and the first steering control circuit 51A, and between the second reaction force control circuit 42A and the second steering control circuit 52A. Therefore, compared to a configuration in which each control circuit (41A, 42A, 51A, 52A) executes synchronization processing with all control circuits other than itself, signal paths can be simplified. For example, a communication line between the first reaction force control circuit 41A and the second steering control circuit 52A, and a communication line between the second reaction force control circuit 42A and the first steering control circuit 51A need not be set.

<Second Embodiment>
Next, a second embodiment in which the vehicle control device is embodied in an electric power steering device will be described. In addition, the same code|symbol is attached|subjected about the member similar to 1st Embodiment, and the detailed description is abbreviate|omitted.

The electric power steering device is formed by mechanically connecting the steering wheel 11 and the steered wheels 15 shown in FIG. That is, the steering shaft 12 , the pinion shaft 33 and the steered shaft 13 function as a power transmission path between the steering wheel 11 and the steered wheels 15 . The steering angle θw of the steerable wheels 15 is changed by linear motion of the steerable shaft 13 as the steering wheel 11 is steered.

An electric power steering device has an assist motor and an assist control device. The assist motor is provided at the same position as the reaction force motor 21 or steering motor 31 shown in FIG. The assist motor generates assist force for assisting the operation of the steering wheel 11 . The assist force is torque in the same direction as the steering direction of the steering wheel 11 . The assist control device controls driving of the assist motor, which is a control target.

As shown in FIG. 5, the assist motor 70 has a first winding group N31 and a second winding group N32.
The assist control device 80 has a first system circuit 81 . The first system circuit 81 has a first assist control circuit 81A and a motor drive circuit 81B. The first assist control circuit 81A controls power supply to the winding group N31 of the first system. The first assist control circuit 81A generates a drive signal for the motor drive circuit 81B based on the steering torque Th detected through the torque sensor 23. FIG.

The motor drive circuit 81B converts the DC power supplied from the DC power supply 60 into three-phase AC power based on the drive signal generated by the first assist control circuit 81A. The three-phase AC power generated by the motor drive circuit 81B is supplied to the first-system winding group N31 of the assist motor 70 via power supply paths for each phase formed of bus bars, cables, or the like.

The assist control device 80 has a second system circuit 82 . The second system circuit 82 has a second assist control circuit 82A and a motor drive circuit 82B. The second assist control circuit 82A controls power supply to the winding group N32 of the second system. The second assist control circuit 82A generates a drive signal for the motor drive circuit 82B based on the steering torque Th detected through the torque sensor 23. FIG.

The motor drive circuit 82B converts the DC power supplied from the DC power supply 60 into three-phase AC power based on the drive signal generated by the second assist control circuit 82A. The three-phase AC power generated by the motor drive circuit 82B is supplied to the second-system winding group N32 of the assist motor 70 via power supply paths for each phase formed of bus bars, cables, or the like.

The first assist control circuit 81A and the second assist control circuit 82A exchange information with each other via a communication line. The information includes abnormality information of the first assist control circuit 81A, the second assist control circuit 82A, or the motor drive circuits 81B and 82B. The information also includes values of various flags. The first assist control circuit 81A and the second assist control circuit 82A cooperatively control the drive of the assist motor 70 based on information exchanged with each other.

The first assist control circuit 81A and the second assist control circuit 82A, like the control circuits (41A, 42A, 51A, 52A) in the first embodiment, have a cooperative drive mode, an independent drive mode, and a single The driving of the assist motor is controlled in one of the system driving modes. The control status of the first assist control circuit 81A and the second assist control circuit 82A transitions in the same manner as the control status of each control circuit (41A, 42A, 51A, 52A) in the first embodiment. Also, the states of the first assist control circuit 81A and the second assist control circuit 82A transition in the same manner as the states of the respective control circuits (41A, 42A, 51A, 52A) in the first embodiment.

The first assist control circuit 81A and the second assist control circuit 82A turn on the power supply when the start switch SW, that is, the vehicle power supply is turned off while normal control is being executed to control the assist motor in the cooperative drive mode. Implement self-retaining power latch control. The first assist control circuit 81A and the second assist control circuit 82A operate similarly to the respective control circuits (41A, 42A, 51A, 52A) in the first embodiment when power latch control is executed. do.

That is, when the vehicle power source is turned on, each of the first assist control circuit 81A and the second assist control circuit 82A recognizes that the vehicle power source is on, and then all the control circuits including the self are normally activated. The operation mode synchronizing process is not executed until the assist motor can be controlled.

The first assist control circuit 81A recognizes the operating mode of the assist motor recognized by the first assist control circuit 81A and the second assist control circuit 82A when the vehicle power supply is turned on again during the execution period of the power latch control. Even when the operation mode is different from the operation mode of the assist motor, the synchronization processing of the operation mode is not executed. The second assist control circuit 82A recognizes the operation mode of the assist motor recognized by itself and the first assist control circuit 81A when the vehicle power source is turned on again during the execution period of the power latch control. Even when the operation mode is different from the operation mode of the assist motor, the synchronization processing of the operation mode is not executed.

For example, when the vehicle power is turned on during the execution period of the power latch control after the vehicle power is turned off with the abnormality of the first assist control circuit 81A confirmed, the first assist control circuit 81A returns to normal operation. It may be recognized that the vehicle power source is turned on prior to the second assist control circuit 82A. In this case, the first assist control circuit 81A performs the process of synchronizing the operation mode of the assist motor during the assist start waiting state waiting for the execution of the initial check of the second assist control circuit 82A to be completed normally. don't run Therefore, the operation mode of the assist motor recognized by the first assist control circuit 81A does not unintentionally change to the operation mode of the assist motor recognized by the second assist control circuit 82A (for example, single-system drive mode). . Therefore, the first assist control circuit 81A and the second assist control circuit 82A start operating normally.

In addition, when the vehicle power is turned on during the execution period of the power latch control after the vehicle power is turned off with the abnormality of the second assist control circuit 82A confirmed, the second assist control circuit 82A operates as described above. It operates in the same manner as the first assist control circuit 81A.

<Effects of Second Embodiment>
Therefore, according to the second embodiment, the following effects can be obtained.
(2-1) The first assist control circuit 81A and the second assist control circuit 82A recognize themselves when the power of the vehicle is turned on again during the execution period of the power latch control after the power of the vehicle is turned off. Even when the operating mode of the assist motor recognized by another control circuit is different from the operating mode of the assist motor recognized by another control circuit, the process of synchronizing the own operating mode with the other operating mode is not executed. Therefore, the motor operating mode recognized by the first assist control circuit 81A does not unintentionally change to the motor operating mode recognized by the second assist control circuit 82A. Further, the motor operation mode recognized by the second assist control circuit 82A does not unintentionally transition to the motor operation mode recognized by the first assist control circuit 81A. Therefore, the first assist control circuit 81A and the second assist control circuit 82A start operating normally. Therefore, it is possible to appropriately control the driving of the assist motor.

<Other embodiments>
It should be noted that the first and second embodiments may be modified as follows.
- In 1st Embodiment, although the reaction force motor 21 and the steering motor 31 had the winding group of 2 systems, they may have a winding group of 1 system. In this case, the reaction force control device 40 may have only one of the first system circuit 41 and the second system circuit 42 . Further, in this case, the steering control device 50 may have only one of the first system circuit 51 and the second system circuit 52 . The first reaction force control circuit 41A or the second reaction force control circuit 42A corresponds to the reaction force control circuit. The first steering control circuit 51A or the second steering control circuit 52A corresponds to a steering control circuit.

・In the first embodiment, the vehicle control device is a steer-by-wire steering device, and in the second embodiment, the vehicle control device is an electric power steering device. It may be embodied in an electric door mirror device that opens and closes. It can be embodied in any motor controller having redundant control circuits and motor drive circuits.

DESCRIPTION OF SYMBOLS 11... Steering wheel 15... Steering wheel 21... Reaction motor 31... Steering motor 41A... 1st reaction force control circuit 42A... 2nd reaction force control circuit 51A... 1st steering control circuit 52A... 2nd Steering control circuit 70 Assist motor 81A First assist control circuit 82A Second assist control circuit N11 Reaction motor first system winding group N12 Reaction motor second system winding group N21... First system winding group of steering motor N22... Second system winding group of steering motor N31... First system winding group of assist motor N32... Second system winding group of assist motor

Claims (6)

Having a plurality of control circuits that are activated when the vehicle power supply is turned on and that control objects to be controlled in cooperation or in cooperation,
The plurality of control circuits perform synchronization processing for synchronizing the operation modes of the controlled objects determined according to the operation states of each other, and power latch control for holding the power supply for a predetermined period when the vehicle power supply is turned off. and holding the operation mode immediately before the vehicle power supply is turned off during the period of executing the power latch control,
When the vehicle power supply is turned on, each of the plurality of control circuits recognizes that the vehicle power supply is turned on, and then all of the control circuits including the self are normally activated to be able to control the controlled objects. The vehicular control device does not execute the synchronization process until the state is reached. 2. The operation mode according to claim 1, wherein the operation mode includes an operation mode when all of the plurality of control circuits are normal and an operation mode when any one of the plurality of control circuits is abnormal. vehicle controller. The controlled object is
a reaction force motor that has two winding groups and generates a steering reaction force that is applied to a steering wheel that is separated from the steered wheels;
a steering motor that generates a steering force for steering the steered wheels,
The plurality of control circuits are
a first reaction force control circuit that controls power supply to a winding group of the first system of the reaction force motor;
a second reaction force control circuit that controls power supply to the winding group of the second system of the reaction force motor;
a first steering control circuit for controlling power supply to a winding group of a first system of the steering motor;
3. The vehicle control device according to claim 1, further comprising a second steering control circuit for controlling power supply to a winding group of a second system of said steering motor. The synchronization process includes
Between the first reaction force control circuit and the second reaction force control circuit,
Between the first steering control circuit and the second steering control circuit,
and between the first reaction force control circuit and the first steering control circuit, and between the second reaction force control circuit and the second steering control circuit. A control device for a vehicle as described. The objects to be controlled are a reaction force motor that is a source of a steering reaction force applied to the steering wheel separated from the steered wheels, and a source of a steering force that turns the steered wheels. a steering motor;
3. The vehicle control according to claim 1, wherein the plurality of control circuits includes a reaction force control circuit that controls the reaction force motor and a steering control circuit that controls the steering motor. Device. The controlled object includes an assist motor that generates an assist force for assisting the operation of the steering wheel,
The assist motor has a winding group of a first system and a winding group of a second system,
The plurality of control circuits include a first assist control circuit that controls power supply to the winding group of the first system, and a second assist control circuit that controls power supply to the winding group of the second system. 3. A vehicle controller as claimed in claim 1 or claim 2, comprising:

Images